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No. 561,898. Patented June 9, 1896.

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ff/T, 5 f BWM UNITED STATES PATENT OFFICE.

PAUL IILLIAM LEFFLER, OF CHICAGO, ILLINOIS, ASSIGNOR TO THE LEFFLER ELECTRO MAGNETIC RAILVAY COMPANY, OF SAME PLACE.

ELECTRIC RAILWAY.

SPECIFICATION formingpart of Letters Patent No. 561,898, dated June 9, 1896. Application filed August 12, 1895. Serial No. 558.993. (No modeh) To @ZZ whom, it may concern:

Be it known that I, PAUL WILLIAM LEEF- LER, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Electric Railways, &c.; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

My invention relates to electric railways of the class shown and described in my prior patents, bearing Nos. 514,561 and 514,718, of date February 13, 1894, entitled Electric Railways, and has for its object to provide certain improvements in said systems, with a view of simplification and increased eticiency.

To these ends my invention comprises the novel devices and combinations of devices hereinafter described, and defined in the claims.

The preferred form of myinvention is illustrated in the accompanying drawings, wherein, like letters and figures referring t-o like parts throughout the several views- Figure 1 is a view partly in side elevation and partly in diagram, showing one of the car-trucks and a portion of the field. Fig. 2 is a plan view of the car-armature and polechanging mechanism removed from the car. Fig. 3 is a dia-gram view showing the wiring ot' the commutator. Fig. 4 is a diagram view showing the field-magnets, the wiring, and the switches for controlling the sections of said field. Fig. 5 is a dia-gram view showing the wiring of field-magnets, the switches, and the relations of the same to the switch-magnets carried by the car. Fig. Gis a perspective view of a portion of the road-bed and magnetic field, some parts being removed, and the switchoperating magnet-s carried by the car being shown by dotted lines. Fig. 7 is a plan view of one of the switchboxes, the cover to the same being removed. Fig, 8 is a vertical transverse section through the switch-box, taken on the line :z: of Fig. 7; and Fig. 9 is a sectional perspective view of the switch-box shown in Figs. 6 and 7.

a a' represent, respectively, the pavementand the rai'ls of an ordinary surface streetrai lway.

b represents the field-magnets rising from the common soft-metal base plate or core Z1', resting ou the bottom of the elcctroduct or electric conduit. The adjacent members of the field-magnets b are so wound that they will be of opposite polarity. As shown, these field-magnets are connected up in series by means of wires b2. The field thus formed is energized from a dynamo .s at the central station or elsewhere through a main feed or supply conductor-wire s', which is connected to said series of field-magnets at different points along the line by means of branch wires Thus the field is divided into sections, the wiring of which field-sections oicr a very high electrical resistance as compared with the corresponding sections of the feed-wire or supply-conductor s. In other words, the field is divided into'sections, forming each a part ot' a shunt-circuit or by-path from the supply-conductor 5, which shunt-circuit offers a relatively high resistance, as compared with the section of said conductor s', which is spanned by said shunt-circuit. Ilence so long as the said supply-conductor s remains unbroken the current will follow the lesser resistance and How through said conductor s without energizing the magnets of the iield; but whenever the circuit through the supplyconductor z' is broken intermediate of any of the branch wires z2 the current will be forced to take the only available path and pass through the sections of the iield which are included between the nearest unbroken branch wires z2.

To open and close the circuit through said main conductor z', I provide the following switch mechanism: The switches are inclosed within switch-boxes c c', composed of the outer box c and the inner box c', which boxes are provided, respectively, with removable covers c2 es and wire-passages c4 c5.

The switch-boxes c c' are located in the roadway, one at lthe side of and adjacent to each section of the eld. Within each of these switch-boxes the sections of the feed-wire .2" terminate in contact-pieces d, which are in- IOO sulated from each other and the switch-box c' by means of insulations d', and the branch feed-Wires z2 terminate within said switch-box c' in a contact-post d2, insulated from the box by an insulating-strip d3. l

d4 d5 is a vertically-movable main-circuit closer, comprising the conducting-plate d4 and the soft-iron cylindrical core d5, secured thereto but insulated therefrom by an insulatingdisk d6. The portion d4 has one (air of frictional contact-jaws d?, which slide on and remain constantly in contact with the post d2, and another pair of spring-contact jaws d8, which, when said closer d4 d5 is in its lowermost position, engage one with each of the fixed contact-pieces d. This circuit-closer d4 d 5 is guided to a true-line movement by a guide-rod d, provided at its lower end with screw-threads d10, screwed into the bottom of the box c and having its body portion working centrally through the cylindrical core d5.

d11 is a clamping-plate surrounding the rod d" and engaging insulations d12 on the feet portions of the contact-pieces d d d2. This plate du is tightly clamped in working position, and the said contact-pieces d d d2 thereby held to place by means of a nut dis on the rod dg.

The circuit-closer d4 d5 normally closes the circuits through the feed-wire z' and the branch wire z2 and is raised to break said circuits by means of a solenoid f, surrounding the core d5 and held in position, centrally of the box c', partly by the upper end of the guide-rod Z9 and partly by feet f projecting from the case of said solenoid and secured to the walls of the box c. As shown, these solenoids f are located in shunt-circuits f2 running from the field, and these shunt-circuits are closed and opened at the proper times by a shunt-circuit closer, which, as will later appear, is operated from devices carried by the car. The shunt-circuits f2 correspond in number to the sections of the field-magnets, and it may be here noted that these shunt-circuits, instead of connecting with the supply-conductor a indirectly through the field-sections, might be connected to said supply-circuitz' directly. In the shunt-circuit closer for said shunt-circuits f2 3 is an oscillating lever, pivoted at its center on a pivotpin f4, projecting from the center of a crossbar f5, supported from the box c', immediately over the coil f. This lever f3 is provided at its opposite ends with enlarged soft-iron heads fi and carries a pair of contacts f7, which are insulated from said lever f by insulations f8, but are electrically connected with each other by a short Wire fg. When thrown into the position shown at the extreme left of Fig. 4, these contacts f7 engage with a corresponding pair of contacts f1", secured to the cross-bar f5, but insulated therefrom by insulations f". The contacts f1 are secured to the broken ends of the shunt-circuit f2, and the contacts f7 and connecting-wire fg, when connected therewith, complete or close the said shunt-circuit f2. When the lever f3 is thrown into its opened position, (shown at the extreme right of Fig. 4,) the contacts f7 engage with friction-lu gs f 12, which, as shown in the drawings, are formed integral with the insulations f11 on the bar f5 and serve to hold the lever f3 in its set position under a light friction.

In the accompanying drawings the cartruck is indicated by dotted lines g g. The car-armature is formed by a continuous core h, preferably of laminated bars, having a series of downwardly-projecting pole-pieces h' and a series of magnetic coils h2, which, instead of being wound around the said polepieces in the manner shown in my said prior patents, are Wound around the core 71, between said pole-pieces h. The pole-pieces 71 of the armature are, as shown, spaced apart one-third the distance between the field-magnets b, and the coils h2 are connected up in three series or sets by means of circuit-wires l, 2, and 3, represented, respectively, by full, dotted, and broken lines. As shown, the armature-core h is supported from the axles g' of the truck g g by han ger-brackets g2.

The pole-changer herein employed is, with the exception of the commutator, substantially the same as that set forth and claimed in my said prior patent, No. 514,561.

Attention being first given to the com mutator, Figs. 1, 2, and 3, m is a cylinder of insulating material, secured on a shaft m, mounted inthe prongs of a bracket g3, projecting forward from the end of the armature-core 71. This cylinder m is provided with peripheral metallic contacts fm2, the diametrically opposite members of which are electrically connected by wires m3 to form pairs.

'm4 are a pair of insulated feed-rings, which are secured on the shaft mby the side of the cylinder m. These feed-rings m11 are connected, one to each of the cross-wires m3, which connect the pairs of contacts m2, by means of a pair of wires m5. (Best shown in Fig. 3.) As shown, there are four of these contacts m2, or two pairs, located on quarters of the cylinder m, and the said contacts each occupy one-third of a quadrant,or one-twelfth of the circumference of the cylinder.

122, and 3a represent three pairs of brushes connecting, respectively, the three armaturecircuits 1, 2, and 3 with the commutator-contacts m2. By reference to Fig. 1 it will be noted that the brushes which constitute pairs are located on quarte rs of the cylinder m, and that the proportions and relations of said parts are such that the commutator beingin the position shown and runningin the direction indicated by the arrow in Fig. 1 the brushes 1a will be just leaving the contacts m2, the brushes 2 will be midway between -said contacts, while the brushes 3a will have just made contact with said contacts m2.

The feed-.rings m4 receive current from and deliver to a pair of brushes m6, engaging one with each of said rings m4, and forming part IOO IIO

of a supply-circuit leading from a-storage battery carried by the car or other suitable source of supply. (Not shown.)

p represents a magnetic commutator-controller fixed on the shaft m', insulated therefrom and from the commutator and having radial pole-pieces, which are so wound that the adjacent members are of opposite polarity, as indicated in Fig. 2. Current is supplied to the controller from insulated rings p2 on the shaft m, which rings in turn are in contact with a pair of contact-brushes p3, ffrming part of a supply-circuit extending fiom a storage battery carried by the car or other source of supply. (Not shown.)

Coming now to the devices carried by the car for operating the switches in the sections of the supply-conductor, s s is a pair of magnets carried one at each end of the car-truck g g in position to operate, under the movement of the car, one on each end or head f6 of the shunt-circuit-closing lever f3. These magnets s are shown as of the horseshoe form and maybe either permanent magnets or electromagnets, energized from a storage battery carried by the car or other suitable source. (Not shown.)

It will be noted by reference to the diagram Figs. 4 and 6 that the magnets s are offset sidewise from each other to cause the engagement of the same with the opposite heads f6 of the lever f3, as above set forth.

Operation: Normally the main-circuit closers d4 d5 are all in their lower or closed positions, as shown at the right in Figs. 4, 5, and G. In this position of said circuit-closers d4 d5 the main conductor s is closed throughout its entire length; but when the cars are in operation upon the track the switch-controlling magnets s s will at all times cause the main circuit to be broken adjacent to the car and the immediate field-sections to be thereby thrown into action. For example, referring to Fig. 5, suppose the car to be running in the direction indicated by the arrows and to have arrived at the position shown by full diagram lines. (For action of magnets s s see also Figs. 4 and G.) In this position the forward magnet s has just passed the outer end or head fi of the shunt-circuit-closing lever f 3 of one of the switchesand by its magnetic attraction turned said lever .f3 into its closed position, as shown at the extreme left in Figs. 4 and 6. In this position, as already pointed out, the contacts f7 and connectingwire f 9 close the correspondin g shunt-circuit f2, causing the shunted current to flow asindicated by the arrows y. This energizes the solenoid f,which, acting on the core d5 of the main-circuit closer d4 d5, raises said circuitcloser into the position shown at the extreme left of Fig. 4 or in Fig. 9. In this raised position of main-circuit closer (see particularly Fig. 5) the circuit through t-he main wire e and the adjacent branch wire's z2 are broken, thus musing the main current to take a path through two adjacent field-sections, as indicated by the arrows y. Next, suppose the car to have arrived at the position shown by dotted lines in Fig. 5. In this position the forward switch-magnet s is just passing the next adjacent switch and is turn ing the shuntcircuit-closinglever f 3 thereof from its open ed into its closed position. At the next instant the sh unt-circuit of this switch will be closed, the solenoids f energized, and the main-circuit closer d4 d thereof raised to break the main circuit at this point and cause the next adjacent forward field-section to be energized. In this action the shunted current will flow through the shunt-wire f2, as indicated by the arrows y2. Again, in this dotted-line position of the car the rear car switch-magnet s is just passing the particular switch, which in the position of the car (shown by full lines in said Fig. 5) was held in its opened position. In this instance said rear switch-magu et s is acting upon the inner end orhead f 6 of the shuntcircuit-closing lever f3 and is turning said lever f 3 backward from its closed into its opened or normal position. (Shown at the right in Figs. 4 and 6.) At the next instant the shuntcircuit of the switch will be broken, the solenoid f denergized, and the main-circuit closer d4 d5 dropped to close the main circuit, thus throwing out of action or back into its normal condition the section of the field which has just been passed over. by the car. In this manner the field-section which the car is immediately approaching is always kept energized, while the sections immediately passed are, as just stated, rendered inactive. Further, the above switching of the supply-cir- IOO cuit from the feed-wire sections through the field-sections, and vice versa, is accomplished without breaking or stopping the iiow of said current. This is important, as it avoids sparking in said circuits.

The operation of the pole-changer and armature-magnets carried by the car would probably be understood from the foregoing description, but may be briefiy summarized as follows: When the car is in motion, the pole-changer will be given one revolution for every four field-magnets passed under the magnetic attraction between the field-magnets and the magnetic controller p of said pole-changer. Under this action, it will be noted by reference to Fig. l, at the instant of time .therein illustrated both the circuits 1 and 3 are in circuit in parallel with each other, while a little farther on circuit 3 alone will be closed. Then only one-third or one set of the armature-coils h2 are in circuit; but by the way they are placed on the armature-body instead of the poles I get the effect of polarizing all three sets of the polepieces from one series of coils.

The changes in the polarities of the sets of armature-magnets are made just as the poles of the particular set pass the poles of the field-magnets. When the centers of the poles of the armatures cross the centers of the fieldmagnets, one member of the pair of commu- IIO tator-brushes controlling the same is just making contact with one positive plate m2, while the other member of said brushes is just making contact with one negative plate 'm2, and both brushes of course leave said plates at the same instant. At this point, as

already stated, there are two circuits and corresponding sets of armature-coils energized for an instant. This of course permits a greater iiow from the batteries, which gives ext2; power to the armature-magnets, and this at a time when the greatest magnetic efciency can be obtained.

In virtue of the above improved arrangement and timing of the armature-magnets and pole-changer I am enabled to control the magnetic forces in such manner that with a given amount of current ow the maximum pulling force is obtained on the car.

What I claim, and desire to secure by Letters Patent of the United States, is as follows:

1. The combination with the car or other traveling body, of magnetic devices for producing a magnetic field along the line of travel, a supply-conductor electricallyT connected to said field at intervals along the line for dividing said field into sections having a relatively high electrical resistance as compared with the corresponding sections of said supply-conductor, and switches, in said supplyconductor, operated from said traveling body, for breaking the circuit through said supplyconductor and causing the current to take a by-path through the adjacent eld section, or sections, substantially as described.

2. The combination with the car, or other traveling body, provided with a magnetic switch-operating device, of the series of fieldmagnets, the supply-conductor in constant connection with said series of field-magnets at intervals along the line for dividing the said series of magnets into sections having a relatively high resistance as compared with the corresponding sections of the supply-conduc-tor, and magnetic switches in said supply-conductor operated from said switch-operating device, for breaking the supply-circuit and causing the current to take a bypath through the adjacent field section or sections, substantially as described.

3. The combination with the car, or other traveling body, provided with a switch-operating device, of the series of field-magnets, the supply-conductor in constant connection with said series of field-magnets at intervals along the line, corresponding shunt-circuits connected to a suitable source of supply, and switches comprising circuit-closers, in said shunt-circuits operated by the switch-operating device of said traveling body and corresponding supply-circuit closers iu said supply-conductor controlled by said shunt-circuits, said parts operating, substantially as described.

4. The combination with the car, o r other traveling body, provided with switch-opera@V ing magnets, of the series of held-magnets, the supply-circuit in constant connection with said series of field-magnets at intervals along the line, corresponding shunt-circuits from rsaid field-magnets, and cooperating switches comprisin g shunt-circuit closers in said shuntcircuits, operated by said switch-operating magn^ts on the car and corresponding supply-circuit closers in said supply-circuit controlled by said shunt-circuits, substantially as described.

5. The combination with the car, or other traveling body, provided with a pair of laterally-offset switch-operating magnets, of the series of field-magnets, the supply-circuit in connection with said series of magnets at intervals along the line, corresponding shuntcircuits, and coperating switches comprising each the pivoted shunt-circuit-closin g lever with heads Subj ect to the alternate vibrating action of said switch-operating magnets, the solenoid or equivalent magnet in said shunt-circuit, and the main-circuit closer subject to the action of said solenoid, substantially as described.

6. The combination with the car, or other traveling body, provided with the pair of laterally-offset switch-operating magnets, of the series of field-magnets, the supply-circuit in connection with said series of field-magnets at intervals along the line, corresponding shuntcircuits, and coperating switches comprising each the pivoted shunt-circuit-closing lever with headed ends subject to the vibrating action of said switch-operating magnets, the solenoid in said shunt-circuit, and the maincircuit closer comprising the three insulated contacts in the main circuit and the movable contact-piece engageable with said three contacts and having the extended core subject to the action of said magnetic coil, substantially as described.

7. The combination with the car provided with the switch-magnets ss, of the series of field-magnets b, the supply-conductor z', with branch wires c2, leading to said held-magnets, the contacts d d2, at the broken ends of said wires z and z2 respectively, the shunt-circuits f2 from said field-magnets, the solenoid f in said shunt-circuits f2, the shunt-circuit-closing lever f3 with electrically-connected contacts f7 and the end heads f6, and the maincircuit closer d4 d5 with contact-jaws dT and d8, said parts operating substantially as described.

8. The combination with a car, or other traveling body, of the armature on the traveling body, formed by the extended core with laterally-projecting pole-pieces and coils wound around said core between said polepieces., electric connections to said coils, and automatic pole-changing mechanism applied to said electric connections, substantially as and for the purpose set forth.

9. The combination with the car, or other traveling body of the armature carried by said IOO IOS

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traveling bodya formed by an extended core In testimony whereof I affix my signature with laterally-projectingpole-pieces and coils in presence of two Witnesses. wound around said corebetween said pole pieces, electric connections, connecting said PAUL WILLIAM LEFFLER. 5 coils in interpositioned sets, and automatic Y pole-changing mechanism applied to said Witnesses: electric connections, substantially as and for HARRIETT M. SMITH, the purpose set forth. FRANK F. PRATT. 

